Internal-combustion engine.



F/Gz/ 9 [Ll/U H. H. SIMON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 20, 1910.

Patented Sept. 26, 1911.

2 BHEETB8HEET 1.

' WITNESSES Home INVENTOR H. H. SIMON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 20, 1910.

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[NI EN ur'rnn saarns PATENT OFFICE.

HENRY H. SIMON, OF ATLANTA, GEORGIA.

IN TERNAL-COMBUS'IION ENGINE.

Specification of Letters Patent;

Patented Sept. 26, 1911.

Application filed June 20, 1910. Serial No. 568.020.

To all whom tt may concern:

Be it known that I, HENRY H. SIMON, citizen of the United States, residing at Atlanta, in the county of Fulton and State of Georgia, have invented certain new and useful Improvements in internal-Combustion Engines, of which the following is a specification.

My invention relates to internal combusscription when taken 1n connection with the accompanying drawings.

The invention consists in the novel construction, arrangement and combination of parts as hereinafter fully described, illustrated in the drawings and pointed out in the appended claims.

In the drawings :-Figure 1. is a vertical sectional view of my improved engine, showing the movable piston at about the limit of its outward or upward stroke and the compressed charge above t-he piston about to be exploded. Fig. 2 is a central vertical sectional View of Fig. 1. Fig. 3 is a horizontal section on line 3-3 ot'.F1g, 2-.

.WVhile I have shown in the drawings and will hereinafter describe a single cylinder engine yet it will be undelstood that I may employ any number of cylinders whose pis tons will be coupled to a common crank shaft for imparting power thereto. It will also be understood that Imay construct the engine of any desired power capacity. Furthermore while I have shown my invention applied to'a water-cooled engine it is equally well" adapted for application to air-cooled engiriesh v p In the draw1ngs,l indicates the cyllnder of my engine having, preferably, an integral Water jacket 2.

indicates the hollow piston which is adapted to reciprocate within the cylinder and coupled by connecting rod 4 to the cranlnshatt 6 suitably mountedin the crank case 7, bolted as at 8 to the lowcr end of the cylinder. The upper end or head 9 of the water jacket preferably cast separately and is secured in position by means of a nut IO-screwing upon the threaded extension 11 on the head 11 of the cylinder 1.

The head 9 has a central bore 12 which fits over the extension 11 and the clamping nut seats upon the upper face of the head 9, as shown. The head 11 of the cylinder is provided with a threaded bore or opening 13 for the reception of a spark-plug for furnishing the spark for the compressed explosive charge in the explosion chamber 14 between the upper face of the piston and the head 11 of the cylinder. At onesidc the cylinder is also provided with a threaded bore or opening 15 to receive a sparkplug for furnishing the spark to the compressed explosive charge in the explosion chamber 16 between the lower face of the piston and the abutment 17 presently re- Iterred to. Toward its lower end the cylinder is provided with a port or passage 18 which constitutes the gas intake, the cylinder havin r an extension 19 rovided with abore QOleading to or, in reality, formin a continuation of the intake port 18 and being threaded as at 20 for the attachment of a pipe leading to a suitable carburetor. Toward its upper end the cylinder is provided with a port or passage 22 constituting the exhaust port for the spent gases. Adjacent to the inner wall of the cylinder the port 22 is divided forming two portions or branches 23, 24, located one above the other. A suitable exhaust pipe is adapted to be attached to the cylinder to communicate with the port 22.

25 .indicates a deflecting plate on the upi perface of the piston and cast into rally therewith adjacent to the peripheral or go of the piston.

The piston is provided in its wall with a port 26 which is adapted to communicate with the exhaust port 22, i. c. with the branch 24 thereof, when the piston is at or about at thelimit of its upward or outstroke, thus placing the explosion chamber 16 in communication with the said exhaust port. When the piston is at or about at the limitof its downward orinstroke the upperface of the piston will clear or uncover the branch 23 of the exhaust port thus placing the explosion chamber M in communication with said exhaust port.

In its wall opposite the port 26, the piston is provided with a port 28, which, when the piston is at or about at the limit of 1ts upward or outstroke, will place the explosion chamber 16 in communication with the space 2-9 below the abutment 17 by way of a port 28' in said abutment. The latter is stationarily arranged within the piston and has a close bearing upon the inner wall of the same. It is arranged at such a point that its upper face will be about on a line with the lower edge of the branch 24 of the exhaust port, and for the purpose of stationarily supporting the abutment in position, 1 cmploy two supports 30, 31, preferably in the form of hollow pipes, whose upper ends thread into the abutment while their lower ends are suitably secured to. the crank-case, as by means of gland nuts 33, which fit over the lower ends of the pipes and screw into threaded recesses 34: in the crank case'and having beveled seats 35, 36 for a packing 3'7 confined between said seats and flanges 38 on the pipes.

In order to provide for water-cooling of the abutment I make the abutment 17 hollow, thereby providing a water sauce 38 therein and with which space the )ores of the pipes 30, 31, communicate. I also provide the crank case with passages 39, 40, the inner ends whereof communicate with the bores in the pipes 30, 31 respectively. The passages 39, 10, extend through the metal of the crank case to the outer faces thereof and their outer ends are threaded as at 11 for the attachment of pipes forming part of the water-circulation system of the engine. Thus, I obtain a circulation of water which entering by way of the passage ilthllows upward through pipe 30 and into the space 38 and thence downward through pipe 31 and out through passage 40.

l5, indicatemetallic rings provided in the outer faces of the piston and the abutment for maintaining tight joints between the piston and the cylinder and between the abutment and the piston to prevent leakage of the explosive mixture.

The intake port 18 for the charges of explosive mixture is divided, forming branches 46. 47. \Vhen the parts are in the position seen in Fig 1, i. (2. with the piston at the limit of its outstroke, the branch 46 is covered by the piston, while the branch 47 is uncovered thereby, placing the interior of the crank case in connminication with the intake portto receive a charge of explosive mixture. The upper face of the abutment 17 is provided with an integral-deflecting plate 43 on the side adjacent the port 28. The cylinder is provided in its wall with a port 50 which is covered by the piston when lar is adapted to seat against the lower face the latter is at the limit of its out-stroke and remains covered until the piston is at or about at the limit of its instroke.

The port 50 is for the purpose of conduct ing explosive mixture from the crank case into the explosion chamber 14 when the piston is at the end of its instroke so as to be compressed on the next outstroke of the piston, and for this purpose said port 50 is in communication at all times with the interior of the crank case by means of a conduit or pasagc 53, formed preferably by casting the cylinder so as to provide a recess constituting said passage which is covered by a plate bolted as at 56 to the cylinder, and also providing the cylinder with a port 51 which places the passage 53 in communication with the space within the lower end of the cylin der as well as the crank chamber. The lower end of the piston is closed by a cross-head 58 in theform of a plate, through which extend sleeves (30 which are threaded wi hin the cross head, as seen at 1, and through the sleeves 60 extend the pipes 30, -31. Sleeves 61 of antifriction metal, as Babbitt metal. are arranged between the sleeves 60 and the pipes 30, 31, which latter thus form points of bearing for the cross-head and the sleeves so during their reciprocating movements, thus affording additional rigidity for the parts during the operation of the engine.

For the purpose of securely locking the cross-head to the piston and preventing any turning or twisting movement of said crosshead I provide the inner wall of the piston adjacent its lower end with aplurality of recesses 62 (four for instance, as shown) within which engage lugs 3 provided on the circumferential edge of a flange 64 on the crosshead. A ring or collar 65 is threaded as at 66 to engage the threads ()7 on the piston and the upper edge or face of which colof the flange (3% on the cross-head. A. ring or collar 69 is threaded as at 70 and engages the threads 67 on the piston and the lower edge or face of which collar 69 seats against the upper face of the flange (i-i of the crosshead. It will thus be seen that after the lugs 63 on the cross-head have been engage-l within the recesses (32 in the piston and toe collars or rings 65,v 69 have been screwed tightly up against the flange of the crosshead', the latter will be locked firmly in position and prevented from turning. For the purpose of securely locking the collar 65 in position I employ a set-screw 72 which screws within collar 65 and impinges against the cross-head 58. I preferably bevel the upper and lower faces of the flange (l4: and correspondingly bevel the. upper face of collar 65 and lower face of collar 69 to obtain a tighter union of the parts. I preferably secure a wire-gauze screen 70 over the port BEST AV 2! n u or 'c' brim v 0 to prevent back-firing through said port into the passage 53. while a similar screen 71 is secured over the port 28 to prevent back-firing through said port into the space below the abutment.

73 indicates a metallic packing ring prolvided in the collar 65between the latter and the inner wall of the cylinder. The cylinder is provided with a passage 75 adapted to communicate with a suitable supply of lu-' bricant and communicating with an oil duct or passage 76 formed in the outer wall of the abutment for conducting lubricant to the inthe bore,1.5 when the piston is at the limit of its instroke, whereby the spark which then occurs might ignite the compressed charge in the chamber 16.

The operation of my improved engine may be described as follows: The parts being in the position seen in Fig. 1, there is a com ressed ex losive chare in the s. ace 14' b the port 526 is in communication with the ex haust port 22 allowing the'spent gases from. the previous explosion in chamber 16 to exhaust therefrom; the port 28 is also in communication with the space 29 below the abutment allowing a charge of mixture compressed therein to How into space 16 to assist in driving out the exhaust therefrom. The spark now occurring at the plug contained in opening-.13 the explosion in chamher 14 will drive the piston inward, thus compressing in the crank chamber the charge already admitted through port 47, and when the piston has about raached the limit of its instroke its upper end will uncover the port thus permitting the charge to llow from the crank chamber through port 57, passage 53, andport 50 into the chamber lat. Dun ing'the said instroke of the piston the same will close theport 24 and will compress the charge of mixture contained in space 16, and as soon as the port 78 re isters with opening 15 the spark from the p ug in said opening will ignite the charge to drive the piston upwardly. WVhen the piston is aboutreaching the limit of its instroke the port 26 therein 'will register with the branch "it; of the mixture intake-port and also come into communication with the space 29, and by reason of the partial vacuum created in chamber 29 by the instroke of the piston the mixture will be drawn into chamber 29 from intake branch 46, through port 26. At the same time the upper face of the piston will have come below the branch 23 of the exhaust port and the exhaust from chamber 14 will pass out through said exhaust port.

' 'lhisexhausting of the spent gases will be hastened by the fresh charge flowing through port 57, passage 53, and port 50 into the chamber 14.

By reason of the explosion occurring in chamber 10, as just above referred to, the piston will be driven upwardly, creating a also compressing the charge in chamber 14, and as soon as port 26 registers with branch 24 ot' the exhaust port the exhaust gases hastened by. the charge previously compressed in space 29 by the outstroke of the piston flowing through ports 28' and 28. \Vhen the piston in its upward movement uncovers port 47, mixture will flow therethrough into the crank chamber owing to the partial vacuum therein, ready to be conipressed when the piston makes its next instroke, preparatory to being admitted through port 57, passage 53, and port 50 into the explosion chamber 1 What I claim is:'

1. In an internal combustion engine, the cmnbination with a cylinder and a iston reciprocably arranged within said cylinder, of an abutment stationarily arranged within the piston, a cross-head carried by the piston, a connecting rod jointed to the crosshead, rods on which said cross-head is slidingly arranged, lugs on the cross head en-- gaging in recesses in the piston, rings threaded within the piston on opposite sides of the cross'hcad and adapted to bear upon said cr(' ss-hcad, and means for locking one of said rings to the cross-head.

2. in an internal combustion engine, the combination with a crank-case having fluid adn'iission and. lluid outlet, ports, of a cyl indcr, a piston nwiprocably arraugml within ,.--:aid i vliudr-r, a hollow abutment station arilv arranghl within the piston and formin'" an explosion chamber between it and tho outer head of th piston, 51 croswlmad can rind by tin: piston, a connecting rod jointed lo the cr wlu-ad, hollow rods constituting supports tor the alnitment and. con'nnunicating at one end with the interior of the abutment and at the other end with the ports in the crank-case and upon which rods the said cross-head is slidingly arranged, lugs on the cross-head engaging in recesses in. the piston, rings threaded within the piston on opposite sides of the cross-head and adapted to bear upon said cross-head, and means for locking one of said rings to the cross-head.

3. In an internal combustion engine, the combination with a cylinder, and a piston reciprocably arranged within said cylinder, oi. an abutment stationarily arranged within the piston, rods constituting supports for said abutment, a cross-head carried by the piston, a connecting rod jointed to the crosshca.d, sleeves carried by thecross-head and will pass out through said port 22, being" partial vacuum in the crank chamber, and

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having a sliding bearing on the said rods, lugs on the cross-head engaging in recesses in the piston, rings threaded Within the piston on opposite sides of the cross-head and adapted to bear upon the latter, and means for locking one of said rings to the cross-head.

4. In an internal'combustion engine, the combination with a cylinder having an oil "duct, and a-piston reciprocably arranged within the cylinder and having a port, of an abutment stationnr ly arranged within the Copies of this patent may be obtained for five cents each, by addressing the Washington, D. C.

ister with the ducts in the cylinder and a'butment.

In testimony whereof I aflix my signature in presence of two witnesses.

HENRY H. SIMON.

itnesses M. W'. DARG, \V. E; Bomxrnn.

Commissioner of Patents, 

